Transmission-gearing.



C. A. MILES.

TRANSMISSION GEARING. APPLICATION FILED Aus.25.y I9I4.

LlOl. l i Patented OCI. 5, 1915.

4 SHEETS-SHEET l.

C. A. MILES.

TRANSMISSION GEARING. APPucfjmoN man Aue.25. |914.

Patented Oct. 1915. A

' Jnvcnoz Charles ILM 4 SHEETS-SHEET 2.

@Henley Patented Oct. 5, 1915.

4 SHEETS- T CHARLES `A. MILES, OF BAXTER SPRINGS, \KA I\TSAS.

y 'iraiiirsnssion-emanati.`

An important object of the invention isl` to provide transmission gearing of the above mentioned character which is adapted to prevent racing of the engine when running in low gear, or free, the excessive speed being opposed and run ofi through the medium of the gears and fly-wheel, such gears operating as planetary gears,*thereby preventing overheating-of the engine, effecting economy in the wear upon the parts thereof and saving fuel.

A further object of the invention i-s to provide transmission gearing of the character described, so' constructed that the same may be conveniently changed to the differ- In the accompanying drawings forming a part of this specification and in which like numerals are employed to designate like parts throughout the same, Figure 1 is a` central horizontal longitudinal sectional view through transmission gearing embodying my invention, Fig. 2 is a transverse sectional view taken on line 2-2 of Fig. 1, Fig. 3 is a similar view taken on line 3--3 of Fig. 1, Fig. 4 is a similar view taken on line H of Fig. 1, Fig. 5 isa similar view taken on line 55 of Fig. 1, Fig. 6 is a similar view takenon line 6-,6 of Fig. 1, and Fig. 7 is a similar view taken on line 7 7 of Fig. 1.

In the drawings, wherein for the purpose of illustration is shown a preferred embodi- Rotatably mounted upon the crank-shaft- 10 is a hollow 'fly-,wheel 11, held against longitudinal movement upon the crank-shaft Speciicatpionof' Letters Patent.'

,reiterated oet. 5, i915.

Application med August 25, 1914. seria-1 No. 858,420,

10 by. a crank-shaft sun-pinion 12 (see Figs.

1 and 7), and a sleeve or ring 13, rigidly mounted upon the crank-shaft, as shown.

vT he rear end of the crank-shaft 10 is provlded with an axially extending opening 14, l rotatably receiving one'end edf a jack-shaft 15, as shown. Rigidly mounted upon the* forward endv of the jack-shaft 15 near and adjacent the crank-shaft sun-pinion l2 is a jack-shaft sun-pinion 16 (see Figs. 1 and 7), of smaller diameter, as shown. The

4 rear side of the hollow fly-wheel 11 is covered by a plate 17 (see Figs. 1 and 6), rigidly. attached thereto by means of screws or bolts 18. The plate 17 and the iyi wheel 11 are provided with transversely alined'openings 19, rotatably receiving stubshafts 20 (see Figs. 1 andy 7), upon which are rotatably mounted pairs of planetpinions 21 and 22. vIn each pair, the planetpinion 22 has a greater diameter than the planet-pinion 21, the planet-pinion 22 carrying a prolonged tubular hub 23, upon which the planet-pinion 21 keyed or otherwise rigidly mounted, whereby the two rotate together. The planet-pinions 21, which may be two or more in-number, are arranged to permanently engage or mesh with the crankshaftl sun-pinion 12, while the planet-pinions 22 are arranged to permanently enga-ge or mesh with the jack-shaft sun-pinion 16, as shown.

Rigidly attached to the outer side of the plate 17 by means of screws or bolts 24 is a friction disk clutch casing 25, within which is arranged a friction disk clutch, Aof any well known o'r preferred type, designated asma whole by the numeral 26. This friction disk clutch comprises alternately arranged sets of disks 27 and 28, as shown in Figs. 1, 5 and 6). Each disk 27 (see Fig.

5) is provided with a central opening and grooves or notches 29,v to receive splines 30, formed upon the 4tubular frame 31 (see Fig. l), rigidly mounted upon the jack-shaft 15 for rotation therewith. The disks 27 have no direct connection withthe casing 25. The alternateV disks 2 (Figs. 1 and 6)V are providedwith central openings, but are rotatable with respect to the frame 31, the same being provided upon their peripheries with grooves or notches 32, for receiving splines 33, extending longitudinally of the periphery of thecasing 25. It is obvious that the most forward friction'disk 28 engages with f left it is obvious that the two sets of friction disks will have clamping engagement and uponV the application of sufficient pressure will be locked, with the result thatthe fly-wheel 11 will be locked to the jack-shaft l5, for rotation therewith. Any suitable means may be employed to actuate this friction disk clutch, and an example of the same being illustrated in a shifting ring 34, (Figs. l and 4), having upon its periphery an annular groove 35, receiving inwardly extending pins 36,l rigidly attached to themost rearward disk 27. The shifting ring 34 is of course free to rotate and move longitudinally upon thevjack-shaft'l and is longitudinally shifted by a ring 37 (Fig. 1) these two rings being rigidly connected lby.bolts or rodsI 38 mounted to reciprocate through iopenings 39 formed in the casing 25,' the ring 37 being also free to rotate and move longitudinally upon the jack-shaft. The ring 37 is provided upon its periphery with an annular groove 40, rotatably receiving a ring orfork 41, rigidly attached to a horizontal reciprocatory rack-bar 42 mounted to reciprocate within openings 43, as shown.

A pinion 44 is arranged above and in en! gagement with, teeth of the rack-bar 42 and is rigidly mounted upon a transverse horizontal rock-shaft 45 (see Fig. 4), provided at its outer end Awith a vertically swinging crank 45, adapted to be operl ated' by. any suitable means. Surrounding the bolts 38 of the friction clutch operating means is a casing or dust guard 46, rigidly secured, by means of bolts 47 or the like, to a vertical head 48, in turn attached to a gear casing 49, `by means of bolts 50.

Journaled through Ian opening 51 in the head 48 is a tubular shaft 52 (see Figs. 1 and 4) rigidly connected and preferably formed integral with the casing 25"'. The tubular shaft 52 extends into the casing 49 and has a small pinion 53 keyed or otherwise rigidly connected therewith, which engages and drives a Alarge pinion 54, in turn .rigidly mounted upon ahorizontal counter-shaft 55, journaled within bearings 56 and 57. Rigidly mounted upon the counter-shaft 55 is a reverse pinion 58 and a forward lirst speed pinion 59, as shown. As more clearly shown in Fig. 2, the reverse pinion 58 engages an intermediate reverse pinion 60,*carried 'by a shaft 61, which is transversely movable `in inclined elongated bearings or openings 62, formed in members 63. shifted laterally .by means of a pivoted Yforked shifting lever 64, pivoted at 65, any

suitable means being employed to swing this lever. The function of this construction will be apparent hereinafter.

At vits rear end the jack-shaft 15 carries The shaft 61 is an enlarged head or wheel 67, (see Figs. 1 and 3), preferably formed integral therewith, having an opening 68, receiving the forward reduced end of a driven shaft 69, which connects with the rear axley of the automobile through the medium of a suitable differential gear, as is customary. The open- -ing.68 contains bearing-rolls 70. Arranged i annular gro ve 72, for receiving the forked end of a' shifting' lever 73, pivoted at 74, the same being adapted t'o be swung by any suitable means. The shifting pinion 71 is provided upon its forward face with a clutch member 75,adapted for movement into and out of engagement with aco-acting clutch member 76, formed upon the head 67, whereby when theshifting pinion 71 is moved to the left so that these clutch members engage, the pinion is locked to the head 67 for rota- 'tion therewith, and thus directly locks the jack-shaft 15 and the driven shaft 69 for rotation together.

Splined upon thel head 67 (see Figssl and 3), is a brake-wheel-or member 77, having its periphery tapered, and preferably-carrying a friction band 7 8,'to engage with a corresponding tapered relatively -stationary ring 79, bolted or otherwise rigidly attached y to the casing 49 within which'the same'is disposed. The brake-wheel 77 is provided with a hub 80, having an annular groove 81,

receiving a shifting ring 82, which is rotatable therein and rigidly attached to the' shifting rack-bar 42.- The hub 80 is engaged by a compressible and eXpansible coil spring' 83, surrounding a portion of the jack-shaft 15,y and also engaging the rear end of the tubular shaft 52, thus serving to urge the brakewheel 77 into clamping engagement with the stationary ring'. 79. 'Pinion 71 carries forward laterally extending fiange member 71', adapted to engage with por tion72 of the brake-wheel 77, to automatically release the same when shifting pinion 71 is locked to head 67. At this point it might be stated that whenv the brake-wheel 7 7' is moved by spring 83, into clamping en gagement with the ring 7 9, the same holds the jack-shaft 15 against rotation, whereby the jack-shaft sun-pinion 16 is held against rotation, causing the planet-pinions 21 to rotate upon their axes, for effecting the ro- The voperation of the transmission gearing is as follows:-\Vhen the engine is operating with the automobile at. rest, the rotation of the cra11kshaft 10 not being imparted to the driven shaft 69, the brakewheel 77 has clamping engagement with ring 79 and is held stationary while the 'clutch mechanism 26 is inactive, the shifting pinion 71 occupying the free engine position, as shown in Fig. 1, out of engagement with the pinions 59 and 60. The jack-shaft 15 is now held against rotation by the brakewheel 77, whereby jack-shaft sun-pinion 16 is also heldagainst rotation. The rotation of the crank-shaft 10 is imparted to the jack-shaft sun-pinion 16 effecting rotation.

of planet pinions 21 and 22 thereby causing said planet pinions 22 to rotate and travel about the Jack-shaft sun-pinion 16, effecting a corresponding rotation of planet-pinions 21, which are thus made to travel about the crank-shaft sun-pinion 12, thereby effecting rotation of fly-wheel 11 in excess of the crank-shaft speed. The -rotation of the flywheel is transmitted to the pinion 5.3 by the. i 25 casing 25 thereby rotating pinion 54,

counter-shaft 55, and pinions'58 and 59. In

A ously rendered inactive.

this manner the rotation of the crank-shaft 10 is taken up preventing the engine froinfv I running too fast, thus effecting a saving-'in the fuel used and in the wear upon the engine and associated-elements. To operate on forward first speed, crank 45 is swungy to turn pinion 44, moving rack-bar 42 forwardly, whereby brake-wheel 7 7 is released and clutch mechanism 26 simultaneously rendered active to lock the crank-shaft 10 A.and jack-shaft`15 together. The pinion 53 1s now rotating at crankshaft speed, which rotation is imparted to the pinion 59. Lever 73 is now swung to shift pinion 71 into ,engagement with pinion 59,Y whereby 'the driven shaft 69 is rotated forwardly at first speed. To go into the second forward speed, the shifting pinion 71 remains in engagement with pinion y59, and brake-wheel 77 is returned to clamping engagement with the ring 79 to be held thereby against rotation -while the clutch mechanism 26 is simultane- YThis having been done the jack-shaft sun-pinion 16 is held' against rotation, whereby the -rotation fof the crank-shaft -1 0-is imparted to crankshaft sun-pinion 12, rotating planet-pinions 21 and 22 upon their axes, the same being made to rotate about the sun-pinion 16, causing therotation of the fiy-wheelll at a speed exceeding crank-shaft speed, suchv increased rotation Vof the fly-wheel being transmitted tothe pinion 59, through the medium of pinions 53, pinion 54, and

" counter-shaft 55, as above stated. To operate on forward third or high speed, the

shifting pinion 71 is moved forwardly, with the gearing operating on second forward speed, the shifting pinion 71 Adise'ngaging pinion 59 and moving into engagement with the head 67, whereby the clutch members 75 and 76 lock jack-shaft 15 and driven shaft 69 for rotation, together. Simultaneously with this operation the extension 71 carried by the shifting-gear 71 engage the extension 7 2 of the brake-wheel 77, moving the same out of engagement with the ring 79 whereby th'e brake-wheel 77 is free to turn. This produces a partial neutralizing of the dif-v ferent sp'eeds, until the clutch,mechanism 26 can be. rendered active, which should be accomplished as soon as convenient, by manipulation of the rack-bar .42, as above stated. -This'having been done, the crankshaft 10- and jack-shaft 15 are directly en-A gaged for rotation at the sameY speed, and' and the clutch mechanism 426 ,rendered active, whereby pinion 53 is rotated at crank-shaft speed, which rotation is reduced and imparted to pinion`58. The intermediate reverse pi'nion 60 is now shifted laterally into engagement with pinion 71 which occupies the position shown in F ig. 1, effecting a reversed rotation of shaft 69 at a reduced speed. It is obvious that the gearing may be operated at a second speed on reverse, by returning the brake-wheel 77 into engagement with band 79 and rendering clutch mechanism 26 inactive.

It is to be understood that the form of my invention herewith shown and described is to be taken as a preferred example of the same, and that various changes-in the shape, size, and arrangement of parts may be resorted to without departing from the spirit of the inventionvor the scope of the subjoined claims.

Having thus described the invention, l claim y l. In transmission gearing, a. driving shaft, a fly-wheel rotatable upon the driv ing shaft, a. second shaft arranged nea-r the' driving shaft, a sun-pinion rigidly connected with the driving shaft. a sunfpinion rigidly connected with the second shaft, planetary pinions carried by thely-wheel and engaging the sun-pinions, clutch mechanism arranged between the {1y-wheel and the second second shaft and the planetary gearing, and

means to approximately simultaneously stop the rotation of the second shaft and render the clutch mechanismy inactive.

3. In ,transmission gearing, a driving shaft, a second shaft arranged near the same, planetary gearing connecting the shafts, clutch mechanism arranged .between the second shaft and the planetary gearing, a tubular shaft surrounding the second shaft and receiving rotation from-the fly-wheel,

v and means to stop the rotation of the second shaft 'and render the clutch mechanism inactive.

4. In transmission gearing, a driving shaft, a jack-shaft arranged near thedr'iving shaft, a driven 'shaft arranged near the jack-shaft, planetary gearing connecting the driving shaft and the jack-shaft, clutch mechanism arranged between the planetary gearing and the jack-shaft, including a casing, a tubular shaft connected with the casing and rotatable upon the jack-shaft, a plurality of gears driven by the tubular shaft, a 'relatively -stationary brake member, a braken-wheel splined upon the jack-shaft to engage and disengage the stationary brakemember, means to operate the clutch mechanism and shift .the brake-wheel, and a gear carried by the driven shaft and adapted to be alternately rotated by said plurality of gears or the jack shaft.`

5. In ,transmission gearing, 'a driving shaft, a jack-shaft arranged near the driving shaft, a driven shaft arranged near the jack-shaft, planetary gearing connecting the driving shaft and the jack-shaft, friction disk clutch mechanism arranged between the planetary gearing and jack-shaft and adapted to lock and unlock the same, a tubular shaft connected with the clutch mechanism and rotatable upon 4the jack-shaft, a

, plurality of gears driven by the tubular shaft, a gear splined upon the driven shaft and adapted to'be shifted into and out of engagement with certain of the plurality of gears,cmeans to render the clutch mechanism active, and brake means to hold the jack-shaft against rotation when the clutch mechanism is inactive.

6.- In transmission gearing, a driving shaft, a jack-shaft arranged near the same, i

planetary gearing connecting the driving shaft and "jack-shaft,l clutch mechanism interposed between the planetary gearing and the jack-shaft and serving to lock and unlock the same, a tubular shaft rotatable upon the jack-shaft and connected with the clutch mechanism to be rotated thereby, a stationary brake member, a brake-wheel splined upon 'the jack-shaft and movable into and out of engagement with the stationary brake member, a common movable device for actuating theclutch mechanism and shifting the brake-Wheel, means to move the common movable device and mechanism i or the tubular shaft.

7. In transmission gearing, a driving shaft, a jack-shaft arranged near the same, a fly-wheel rotatable upon the driving shaft, a 4clutch mechanism casing secured' to the fly-wheel, planetary gearing arranged within and between the fly-wheel and casing and connecting the driving shaft and jack-shaft and connected with the ily-wheel, a carrier rigidly mounted upon the jack-shaft within the casing, a set of friction disks splined upon the'carrier, an alternate set of friction disks arranged within andsplined upon the casing, means to operate the sets of friction disks to render the clutch mechanism active and inactive, brake mechanism to control the rotation of the jack-shaft, and a member connected with and rotated by the casing.

8. In transmission gearing, a-jack-shaft,-a driven shaft arranged near and in end to end relation to the jack-shaft, a stationary brake member arranged near the jack-shaft, a brake wheel splined upon the jack-shaft to engage and disengage the brake member, a clutch member carried by the end of the jack-shaft, a co-acting clutch member splined upon the driven shaft and adapted when moved into locked engagement with the first named clutch member to shift the brakewheel to release thegsame, and means to shift the co-acting clutch member.

9. In transmission gearing, a jack-shaft, a driven shaft arranged near and in end to end relation to the jack-shaft, a countershaft arranged near and upon one side of the jack-shaft and driven shaft, driving connecting means between driven-shaft and the counter-shaft, a plurality of gears carried and rotated by the counter-shaft, a clutch member carried by the end of the jack-shaft, a shifting gear splined upon the driven shaft for engagement with certain of the plurality of gears and having a clutch member to co-act with the rst named clutch member, means to movethe shifting gear longitudinally of the driven shaft, a stationary brake member, a brake wheel splined upon the jack shaft and movable into and out of engagement with the brake member, and means whereby the brake wheel is automatically moved out of engagement with the stationary brake member upon the clutch menbers being moved into locked engagemen 10.'In transmission gearing, a driving shaft, a jack-shaft arranged near the a power transmitting shaft connected with lock the jack-shaft and driven shaft for rotation together upon the shifting movement of the second named gear in one direction, brake means to control the rotation of the jack-shaft, means whereby the' brake means is rendered inactive upon the shifting movement of the second gear in one direction, and means to render the clutch mechanism active.

ll. In transmission gearing, a rotatabley shaft, a driven shaft arranged near the rotatable shaft, a tubular shaft mounted upon the rotatable shaft for rotation with relation thereto, a counter-shaft arranged near and upon one side of the shafts, driving connecting means between the tubular shaft and the counter-shaft, a first speed gear carried by the counter-shaft, a reverse gear carried by the counter-shaft, a laterally .movable intermediate reverse vgear engaging the said reverse gear, the laterally movable intermediate reverse gear, driven shaft to be moved to operative posimeans to laterally shift a shifting gear splined upon the tions with respect to the first speed gear and the second 'named reverse gear, and clutch means to lock and unlock the rotatable shaft and the driven shaft.

12. In transmission gearing, a rotatable shaft, a driven shaft arranged near the rotatable shaft, a tubul'ar shaft mounted upon the rotatable shaft for rotation with relation thereto, a counter-shaft arranged near and upon one side of the shafts, driving connecting means between the tubular shaft and the counter-shaft, a iirst speed gear carried by the counter-shaft, a reverse speed gear carried by the counter-shaft, an intermediate reverse gear engaging the iirst named reverse gear, a shifting gear splined .upon the driven shaft to be moved into operative positions with respect .to the first speed gear and the intermedlate reverse gear, clutch means to. unlock and lock the rotatable shaft and the driven shaft, brake mechanism for controlling the rotation of the rotatable shaft, and means for rotating the tubular shaft at different speeds when the clutch mechanism is active and inactive.

In testimony whereof I aiix my signature in presence of two witnesses.

W. W. WrAT'r, J. J. QUIGG. 

